U.S. patent number 7,605,561 [Application Number 10/711,499] was granted by the patent office on 2009-10-20 for method for controlling charging of a power source of a hybrid vehicle.
This patent grant is currently assigned to Ford Global Technologies, LLC. Invention is credited to John Blankenship, Francis T. Connolly, Mark Yamazaki.
United States Patent |
7,605,561 |
Yamazaki , et al. |
October 20, 2009 |
**Please see images for:
( Certificate of Correction ) ** |
Method for controlling charging of a power source of a hybrid
vehicle
Abstract
A method for controlling charging of a power source of a hybrid
vehicle. The method includes determining a maximum output level of
a primary power source, determining a state of charge of a
secondary power source, determining a charge torque modifier value
based on the maximum output torque level and the state of charge,
determining a target torque level for an electrical machine based
on the charge torque modifier value, and driving the electrical
machine at the target torque level with the primary power source to
charge the secondary power source.
Inventors: |
Yamazaki; Mark (Canton, MI),
Blankenship; John (Dearborn, MI), Connolly; Francis T.
(Ann Arbor, MI) |
Assignee: |
Ford Global Technologies, LLC
(Dearborn, MI)
|
Family
ID: |
36073283 |
Appl.
No.: |
10/711,499 |
Filed: |
September 22, 2004 |
Prior Publication Data
|
|
|
|
Document
Identifier |
Publication Date |
|
US 20060061322 A1 |
Mar 23, 2006 |
|
Current U.S.
Class: |
320/104; 903/907;
320/132 |
Current CPC
Class: |
B60K
6/48 (20130101); B60W 10/26 (20130101); Y02T
10/642 (20130101); B60L 2240/423 (20130101); B60W
2710/0666 (20130101); Y02T 10/6221 (20130101); Y02T
10/62 (20130101); Y02T 10/64 (20130101); Y10S
903/907 (20130101); B60W 2710/083 (20130101) |
Current International
Class: |
H02J
7/14 (20060101) |
Field of
Search: |
;320/132,104 ;324/427
;903/904,907 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Assouad; Patrick J
Assistant Examiner: Piggush; Aaron
Attorney, Agent or Firm: Kelley; David B. Brooks Kushman
P.C.
Claims
What is claimed is:
1. A method of controlling charging of a power source of a hybrid
vehicle, the hybrid vehicle comprising a set of power sources
including a primary power source and at least one secondary power
source, and an electrical machine adapted to be driven by at least
one member of the set of power sources, the method comprising:
determining a maximum output torque level of the primary power
source; determining a state of charge of the secondary power
source; determining a charge torque modifier value based on the
maximum output torque level and the state of charge; determining a
target torque level for the electrical machine based on the charge
torque modifier value; and driving the electrical machine at the
target torque level with the primary power source to charge the
secondary power source.
2. The method of claim 1 wherein the step of determining the
maximum output torque level further includes determining whether
the primary power source is providing output torque.
3. The method of claim 1 wherein the step of determining the charge
torque modifier value further comprises comparing a state of charge
of the secondary power source to a threshold value and selecting a
first adjustment value if the state of charge is less than the
threshold value and selecting a second adjustment value if the
state of charge is not less than the threshold value.
4. The method of claim 3 wherein the first adjustment value is
greater than the second adjustment value.
5. The method of claim 3 wherein the first adjustment value is a
constant based on the maximum output torque level.
6. The method of claim 3 wherein the second adjustment value is
based on the maximum output torque level and the state of
charge.
7. The method of claim 3 wherein the second adjustment value
decreases linearly as the state of charge increases.
8. The method of claim 3 wherein the step of determining a charge
torque modifier value is based on the state of charge and an actual
output torque of the primary power source expressed as a percentage
of the maximum output torque level.
9. The method of claim 1 wherein the primary power source is an
internal combustion engine.
10. The method of claim 1 wherein the at least one secondary power
source is a battery.
11. The method of claim 1 wherein the electrical machine is a
starter-alternator.
12. The method of claim 1 wherein the electrical machine is a
motor-generator.
13. A method for controlling charging of a power source of a hybrid
electric vehicle, the hybrid electric vehicle including the power
source, an engine, and an electrical machine selectively coupled to
the engine and adapted to charge the power source, the method
comprising: determining whether the engine is running; determining
whether the electrical machine is being driven by the engine and is
charging the power source; determining a maximum output torque
level of the engine; comparing a state of charge of the power
source to a threshold value; selecting an adjustment value based on
an amount of torque available to charge the power source;
calculating a charge torque modifier value based on the adjustment
value; determining a target torque level for the electrical machine
based on the charge torque modifier value; and driving the
electrical machine at the target torque level with the engine to
charge the power source; wherein the charge torque modifier value
is a constant if the state of charge is less than the threshold
value and the charge torque modifier value decreases as the state
of charge increases if the state of charge is greater than the
threshold value.
14. The method of claim 13 wherein the charge torque modifier
decreases linearly as the state of charge increases if the state of
charge is greater than the threshold value.
15. The method of claim 13 wherein the charge torque modifier value
is determined as a function of the expression: Torque.sub.Max
%*Adjust where: Torque.sub.Max % is the maximum output torque level
of the engine expressed as a percentage, and Adjust is the
adjustment value selected.
16. The method of claim 15 wherein the maximum output torque level
of the engine expressed as a percentage (Torque.sub.Max %) is
determined as a function of the expression:
(Torque.sub.Max-Torque.sub.Actual)/Torque.sub.Max where:
Torque.sub.Max is the maximum output torque level of the engine,
and Torque.sub.Actual is the current output torque of the
engine.
17. A method of controlling charging of a power source of a hybrid
electric vehicle, the hybrid electric vehicle comprising a primary
power source, a secondary power source, an electrical machine
adapted to be driven by the primary or secondary power sources, and
an accelerator pedal, the method comprising: determining a maximum
output torque level of the primary power source; determining a
state of charge of the secondary power source; comparing the state
of charge to a threshold value; selecting an adjustment value;
determining a charge torque modifier value based on the adjustment
value and an actual output torque of the primary power source
expressed as a percentage of the maximum output torque level;
determining a target torque level for the electrical machine based
on the charge torque modifier value; and driving the electrical
machine at the target torque level with the primary power source to
charge the secondary power source; wherein when the state of charge
exceeds a threshold value the target torque level decreases
linearly as the output torque of the primary power source increases
to provide a consistent level of vehicle acceleration as the
accelerator pedal is actuated.
18. The method of claim 17 wherein the charge torque modifier value
is a constant if the state of charge is less than the threshold
value.
19. The method of claim 17 wherein the step of selecting an
adjustment value further comprises selecting a first adjustment
value if the state of charge is less than the threshold value and
selecting a second adjustment value if the state of charge is not
less than the threshold value.
20. The method of claim 19 wherein the first adjustment value is
greater than the second adjustment value.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates generally to the control of a hybrid
electric vehicle, and more particularly to a method for controlling
charging of a power source of a hybrid electric vehicle.
2. Background Art
Hybrid electric vehicles employ a plurality of power sources that
provide power to drive vehicle traction wheels and support
electrical loads. In the case of a power source that stores energy,
such as a battery, it is desirable to maintain a nominal or full
state of charge to adequately support electrical loads and provide
"boost" to the vehicle drivetrain to support acceleration
requests.
If an energy-storing power source becomes depleted, it may be
recharged using another power source, such as an engine. Recharging
with such a power source reduces the torque available to propel the
vehicle. If more wheel torque is needed to accommodate changes in
driver demand or road load conditions, then the charging torque
must be removed in a way that is imperceptible to the driver, yet
provides the desired vehicle performance.
Applicants' of the present invention have discovered that the
sensitivity of an accelerator pedal or similar input device may be
affected as a power source approaches a full state of charge. More
specifically, less torque is utilized to charge a power source as
it nears or reaches a full state of charge. Thus, more torque is
available to propel the vehicle. As more propulsion torque becomes
available, accelerator pedal actuation may produce more torque than
expected by the vehicle operator. Consequently, the "feel" of level
of responsiveness of the accelerator pedal may change as the power
source nears a full state of charge.
Before Applicants' invention, there was a need for an improved
method of charging one or more power sources of a hybrid electric
vehicle. In addition, there was a need to provide a smooth
transition out of a power source charging mode that is not
perceived by a vehicle operator and does not degrade vehicle
performance. In addition, there was a need to provide a consistent
feel or level of responsiveness of an accelerator pedal that is not
affected by power source charging. Problems associated with the
prior art as noted above and other problems are addressed by the
Applicants' invention as summarized below.
SUMMARY OF THE INVENTION
According to one aspect of the present invention, a method for
controlling charging of a power source of a hybrid vehicle is
provided. The hybrid vehicle includes a set of power sources that
includes a primary power source and at least one secondary power
source. The hybrid vehicle also includes an electrical machine
adapted to be driven by at least one member of the set of power
sources.
A method includes the steps of determining a maximum output torque
level of the primary power source, determining a state of charge of
the secondary power source, determining a charge torque modifier
value based on the maximum output torque level and the state of
charge, determining a target torque level for the electrical
machine based on the charge torque modifier value, and driving the
electrical machine at the target torque level with the primary
power source to charge the secondary power source.
The primary power source may be an internal combustion engine. The
secondary power source may be a battery. The electrical machine may
be a starter-alternator or a motor-generator.
The step of determining the maximum output torque level may include
determining whether the primary power source is providing output
torque.
The step of determining the charge torque modifier value may
include comparing the state of charge of the secondary power source
to a threshold value, selecting a first adjustment value if the
state of charge is less than the threshold value, and selecting a
second adjustment value if the state of charge is not less than the
threshold value. The first adjustment value may be greater than the
second adjustment value and may be a constant based on the maximum
output torque level. The second adjustment value may be based on
the maximum output torque level and the state of charge and may
decrease linearly as the state of charge increases.
The step of determining a charge torque modifier value may be based
on the state of charge and an actual output torque of the primary
power source expressed as a percentage of the maximum output torque
level.
According to another aspect of the present invention, a method for
controlling charging of a power source of a hybrid electric vehicle
is provided. The hybrid electric vehicle includes the power source,
an engine, and an electrical machine selectively coupled to the
engine and adapted to charge the power source.
The method includes the steps of determining whether the engine is
running, determining whether the electrical machine is being driven
by the engine to charge the power source, determining a maximum
output torque level of the engine, comparing a state of charge of
the power source to a threshold value, selecting an adjustment
value based on an amount of torque available for charging the power
source, calculating a charge torque modifier value based on the
adjustment value, determining a target torque level for the
electrical machine based on the charge torque modifier value, and
driving the electrical machine at the target torque level with the
engine to charge the power source. The charge torque modifier value
is a constant if the state of charge is less than the threshold
value and decreases as the state of charge increases if the state
of charge is greater than the threshold value.
According to another aspect of the present invention, a method of
controlling charging of a power source of a hybrid electric vehicle
is provided. The hybrid electric vehicle includes a primary power
source, a secondary power source, an electrical machine adapted to
be driven by the primary or secondary power sources, and an
accelerator pedal.
The method includes the steps of determining a maximum output
torque level of the primary power source, determining a state of
charge of the secondary power source, comparing the state of charge
to a threshold value, selecting an adjustment value, determining a
charge torque modifier value based on the adjustment value and an
actual output torque of the primary power source expressed as a
percentage of the maximum output torque level, determining a target
torque level for the electrical machine based on the charge torque
modifier value, and driving the electrical machine at the target
torque level with the primary power source to charge the secondary
power source. The target torque level decreases linearly as the
output torque of the primary power source increases to provide a
consistent level of vehicle acceleration as the accelerator pedal
is actuated.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic of a hybrid electric vehicle.
FIG. 2A is a flowchart of a method for controlling charging of a
power source of the hybrid electric vehicle.
FIG. 2B is a flowchart depicting a method for determining a charge
torque modifier value in accordance with the method of FIG. 2A.
FIG. 3 is an exemplary plot of selected adjustment values in
accordance with FIG. 2B.
FIG. 4 is an exemplary plot depicting the operation of the hybrid
electric vehicle in accordance with the method of the present
invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT(S)
Referring to FIG. 1, a schematic of a hybrid electric vehicle 10 is
shown. The hybrid electric vehicle 10 includes a first wheel set
12, a second wheel set 14, and a wheel drive system or drivetrain
16.
The drivetrain 16 may be configured to drive or provide torque to
the first and/or second wheel sets 12,14. The drivetrain 16 may
have any suitable configuration, such as a parallel drive, series
drive, or split hybrid drive as is known by those skilled in the
art. In the embodiment shown in FIG. 1, a parallel drive
configuration is shown.
The hybrid electric vehicle 10 includes any suitable number of
power sources. In the embodiment shown in FIG. 1, the hybrid
electric vehicle 10 includes a primary power source 18 and a
secondary power source 20.
The primary power source 18 may be any suitable energy generation
device, such as an internal combustion engine adapted to combust
any suitable type of fuel like gasoline, diesel fuel, or
hydrogen.
The secondary power source 20 may be of any suitable type. For
example, a non-electrical power source, such as a hydraulic power
source, may be employed. Optionally, an electrical power source
such as a battery, a battery pack having a plurality of
electrically interconnected cells, a capacitor, or a fuel cell may
be utilized. If a battery is used it may be of any suitable type,
such as nickel-metal hydride (Ni-MH), nickel-iron (Ni--Fe),
nickel-cadmium (Ni--Cd), lead acid, zinc bromine (Zn--Br), or
lithium based. If a capacitor is used it may be of any suitable
type, such as an ultra capacitor, super capacitor, electrochemical
capacitor, or electronic double layer capacitor as is known by
those skilled in the art. For simplicity, the description below
will primarily refer to an embodiment of the present invention that
incorporates an electrical power source.
The primary and secondary power sources 18,20 are adapted to
provide power to the drivetrain 16. The primary power source 18 is
selectively coupled to an electrical machine 22, such as a motor,
motor-generator, or starter-alternator, via a first clutch 24. If
the first clutch 24 is engaged, the primary power source 18 may
propel the hybrid electric vehicle 10. If the first clutch 24 is
disengaged, the secondary power source 20 may power the electrical
machine 22 to propel the hybrid electric vehicle 10. In addition,
both the primary and secondary power sources 18,20 may
simultaneously provide power to the electrical machine 22.
An inverter 26 may be disposed between the secondary power source
20 and the electrical machine 22. The inverter 26 converts direct
current (DC) to alternating current (AC) when current flows from
the secondary power source 20 and converts alternating current (AC)
to direct current (DC) when current flows to the secondary power
source 20.
The electrical machine 22 may be selectively coupled to a power
transfer unit 28 via a second clutch 30. The power transfer unit 28
may be of any suitable type, such as a multi-gear "step ratio"
transmission, continuously variable transmission, or an electronic
converterless transmission as is known by those skilled in the
art.
The power transfer unit 28 is adapted to drive one or more vehicle
wheels. In the embodiment shown in FIG. 1, the power transfer unit
28 is connected to a differential 32 by a driveshaft. The
differential 32 is connected to each wheel of the second wheel set
14 by a shaft 34,36, such as an axle or halfshaft.
The hybrid electric vehicle 10 may be configured with one or more
energy recovery devices, such as a regenerative braking system 38
that captures kinetic energy and returns the recovered energy to
the secondary power source 20 via the electrical machine 22.
A vehicle system control module 40 may monitor and control various
aspects of the hybrid electric vehicle 10. For example, the control
module 40 may communicate with the primary power source 18,
secondary power source 20, inverter 26, and power transfer unit 28
to monitor and control their operation and performance. In
addition, the control module 40 may receive input signals from
various components. For example, the control module 40 may receive
a signal from an accelerator pedal position sensor 42 indicative of
the vehicle acceleration demanded by the driver.
In a hybrid electric vehicle such as that previously described, it
is possible to use the electrical machine 22 to provide torque to a
primary power source, such as an engine. More specifically, the
electrical machine 22 may be powered by one or more secondary power
sources 20 and provide torque to the primary power source 18 when
the first clutch 24 is engaged. The electrical machine 22 may also
act as a generator to charge the secondary power source 20 under
various operating conditions. As the secondary power source 20
nears or reaches a nominal or full state of charge, more torque
becomes available to propel the vehicle. As a result, the engine or
vehicle may surge when the additional torque is provided. Such
surges are undesirable since they may be negatively perceived by
vehicle occupants.
In addition, the additional torque may alter the sensitivity of the
accelerator pedal or a similar input device. As such, different
amounts of acceleration may be provided for the same accelerator
pedal input. More specifically, more acceleration may be provided
when the secondary power source is not being charged as compared to
when the secondary power source is being charged given the same
actuation of the accelerator pedal. Such changes that affect the
sensitivity or "feel" of the accelerator pedal are objectionable to
the driver.
Referring to FIGS. 2A and 2B, flowcharts of a method for
controlling charging of a power source of the hybrid electric
vehicle 10 are shown. As will be appreciated by one of ordinary
skill in the art, the flowchart represents control logic which may
be implemented using hardware, software, or combination of hardware
and software. For example, the various functions may be performed
using a programmed microprocessor. The control logic may be
implemented using any of a number of known programming or
processing techniques or strategies and is not limited to the order
or sequence illustrated. For instance, interrupt or event-driven
processing is employed in real-time control applications, rather
than a purely sequential strategy as illustrated. Likewise, pair
processing, multitasking, or multi-threaded systems and methods may
be used to accomplish the objectives, features, and advantages of
the present invention.
This invention is independent of the particular programming
language, operating system processor, or circuitry used to develop
and/or implement the control logic illustrated. Likewise, depending
upon the particular programming language and processing strategy,
various functions may be performed in the sequence illustrated at
substantially the same time or in a different sequence while
accomplishing the features and advantages of the present invention.
The illustrated functions may be modified or in some cases omitted
without departing from the spirit or scope of the present
invention.
The method will be described below with reference to a hybrid
electric vehicle that employs an internal combustion engine as the
primary power source and a secondary power source that stores an
electrical charge. However, this invention contemplates other
embodiments that incorporate different types of primary or
secondary power sources as previously discussed.
At 100, the method begins by determining whether the engine is "on"
or running and whether the electrical machine is in a charge mode.
The operating status of the engine may be determined the control
module using a signal from the engine or using a signal from a
sensor that detects rotation of an engine output shaft. The charge
mode of the electrical machine may be based on a signal
communicated from the electrical machine to the control module. The
electrical machine is in a charge mode when it is providing
electrical energy to the secondary power source, such as when the
electrical machine is acting as a generator. If the engine is not
running or the electrical machine is not in charge mode, then the
method ends at block 102. If the engine is on and the electrical
machine is in charge mode, the method continues at block 104.
At 104, the method determines a maximum output torque level,
designated Torque.sub.MAX, that may be provided by the engine at
the current engine speed. The maximum output torque level will vary
as a function of the engine speed and various environmental
attributes. More specifically, the maximum output torque increases
as the engine speed increases up to the point where the engine is
drawing in a maximum amount of fuel mixture. The maximum output
torque level may be determined by selecting a value that is
associated with the current engine speed and current engine output
torque level from a look-up table. Alternatively, the maximum
output torque level may be calculated using various signals, such
as engine speed, engine torque, ambient temperature, air density,
and other attributes in a manner known by those skilled in the
art.
At 106, the method calculates the percentage of the maximum output
torque level that is available for charging the secondary power
source, designated Torque.sub.MAX %. Torque.sub.MAX % is determined
as a function of the expression:
(Torque.sub.MAX-Torque.sub.ACTUAL)/Torque.sub.MAX
where:
Torque.sub.MAX is the maximum output torque level, and
Torque.sub.ACTUAL is the current output torque of the primary power
source.
At 108, the method determines a charge torque modifier value,
designated Torque.sub.MOD. The charge torque modifier value is used
to calculate a desired output torque or "charge torque" of the
electrical machine as discussed in more detail below.
One method of determining the charge torque modifier value is shown
in FIG. 2B. At 110, the current state of charge of the secondary
power source is compared to a threshold value. The current state of
charge may be based on a signal communicated to the control module
by the secondary power source or inverter. The threshold value may
be established by vehicle testing or may be based on the
performance attributes of the secondary power source, such as
charge capacity and recharge rate. In addition, the threshold value
may be set at a level suitable to accommodate energy captured by
regenerative braking. If the state of charge is less than the
threshold value, then the method continues at block 112. If the
state of charge is not less than the threshold value, then the
method continues at block 114.
At blocks 112 and 114, an adjustment value is determined. For
clarity, the adjustment value determined at blocks 112 and 114 are
designated below as first and second adjustment values,
respectively.
At 112, the first adjustment value is determined. The first
adjustment value may be selected from a look-up table and may be
based on Torque.sub.MAX %. More specifically, adjustment values are
associated with different amounts of engine torque that are
available for charging the secondary power source. Some exemplary
first adjustment values are shown graphically in FIG. 3. The first
adjustment values are represented by the horizontal lines located
where the state of charge is less than threshold value T (i.e.,
left of point T). The first adjustment values are constants
associated with each value of Torque.sub.MAX % for each state of
charge value less than T.
At 114, the second adjustment value is determined if the state of
charge is not less than the threshold value. The second adjustment
value may be selected from a look-up table and may be based on
Torque.sub.MAX % and the state of charge. More specifically, the
second adjustment value decreases as the state of charge increases
to help ramp down charging of the power source to provide a smooth
transition out of the charge mode and consistent response of the
accelerator pedal. Some exemplary second adjustment values are
shown graphically in FIG. 3. The second adjustment values are
represented by the sloped lines located where the state of charge
exceeds the threshold value T (i.e., right of point T). The second
adjustment values may decrease linearly or ramp down as the state
of charge approaches a fully charged state (100%). Alternatively,
the second adjustment value may be determined for any value of
Torque.sub.MAX % by calculating the slope of a second adjustment
value line connecting the value of Torque.sub.MAX % at the
threshold value point and a state of charge of 100%. The first
adjustment value may exceed the second adjustment value for a given
value of Torque.sub.MAX % to provide greater charging of the
secondary power source at low charge levels (i.e., when the state
of charge is less than the threshold value).
At 116, the method calculates the charge torque modifier value
(Torque.sub.MOD), which may be expressed as a function of the
expression: Torque.sub.Max %*Adjustment
where:
Torque.sub.Max % is the torque available for charging the secondary
power source expressed as a percentage of the maximum torque output
level, and
Adjustment is the adjustment value selected in block 112 or
114.
At 118 in FIG. 2A, a target output torque level for the electrical
machine is determined. The target output torque is based on the
product of the charge torque modifier value (Torque.sub.MOD) and a
charge torque command value provided using an energy management
system or subroutine for the secondary power source. The charge
torque command value is based on vehicle electrical loads. More
specifically, as electrical load increases, the secondary power
source discharges faster and the charge torque command value
increases to provide more charging.
At 120, the electrical machine is driven at the target output
torque level using the control module or motor controller. More
specifically, the control module commands an appropriate level of
current draw to drive the electrical machine at the desired torque
level.
Referring to FIG. 4, a exemplary plot depicting operation of the
hybrid electric vehicle in accordance with the method of the
present invention is shown. The horizontal axis represents time,
designated "t". The vertical axes represent different vehicle
performance attributes. In the example discussed below, the
threshold value for the state of charge is 80% and negative charge
torque values indicate charging of the secondary power source.
At time 0 (t=0), the accelerator pedal is fully released (0%
actuation), the engine is idling at approximately 800 RPM, and the
secondary power source has a state of charge of approximately 74%.
The secondary power source is being charged slowly, as indicated by
the negative charge torque value.
At time A, accelerator pedal actuation is commenced. In response,
the engine speed, maximum output torque available, and actual
output torque begin to increase.
From time A to time B, the charge torque decreases (i.e., becomes
less negative). No engine torque is used to charge the secondary
power source as shown by the zero value for Torque.sub.Max %.
Rather, the engine torque is used to provide vehicle
acceleration.
At time B, the accelerator pedal is held at 10%. At time C the
actual output torque reaches a value of approximately 80% of the
maximum engine torque available at the current operating
conditions.
From time B to time D, the engine torque available for charging the
secondary power source increases since the engine speed is
increasing and the accelerator pedal position has stabilized.
Consequently, the value of Torque.sub.Max % begins to increase and
the charging of the power source continues as shown by the
increasingly negative charge torque value.
From time D to time E, charging of the secondary power source
continues until the threshold value of 80% is reached at time
E.
From time E to time F, the rate of charging is ramped down or
decreased linearly as indicated by the less negative charge torque
value. As the charging is ramped down, more engine torque is
available to propel the vehicle or charge a power source as
indicated by the increase in Torque.sub.Max %. In addition, the
actual output torque is ramped down to inhibit surging of the
engine or vehicle as more torque becomes available and to provide
stable accelerator pedal feel.
Finally, at time G the accelerator pedal is released. In response,
the engine speed, maximum output torque available, charge torque,
and Torque.sub.Max % begin to decrease accordingly from time G to
time H.
While the best mode for carrying out the invention has been
described in detail, those familiar with the art to which this
invention relates will recognize various alternative designs and
embodiments for practicing the invention as defined by the
following claims.
* * * * *